Control system for a hybrid vehicle

ABSTRACT

A control system for a hybrid vehicle includes a control responsive to an indication of at least one of (a) a geographical location of the hybrid vehicle and (b) a programmed route of travel of the hybrid vehicle. The control, responsive to the indication, selects one of (a) electric-powered propulsion of the hybrid vehicle and (b) non-electric-powered propulsion of the hybrid vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 11/639,887, filed Dec. 15, 2006, now U.S. Pat. No. 7,412,328,which is a continuation of U.S. patent application Ser. No. 10/407,395,filed Apr. 4, 2003, now U.S. Pat. No. 7,151,997, which is a continuationof U.S. patent application Ser. No. 09/561,023, filed Apr. 28, 2000, nowU.S. Pat. No. 6,553,308, which claims priority from U.S. provisionalapplication Ser. No. 60/131,593, filed on Apr. 29, 1999, which arehereby incorporated herein by reference in their entireties.

BACKGROUND OF THE INVENTION

The present invention is directed to a method of navigating and, inparticular, to a method of navigating in a vehicle. More particularly,the invention is directed to a vehicle-based navigation system withsmart map filtering, portable unit home-base registration, and multiplenavigation system preferential use.

Position locators, such as Global Positioning System (GPS) receivers,signal triangulation receivers, compass-based systems, and inertialnavigation systems, and the like, have become common in electronicdevices, in general, and are particularly used in vehicles. Thepopularity of such systems is driven by consumer demand, low-costelectronics, and federal legislation which dictates that certaindevices, such as cellular telephones, have position-locatingcapabilities. Position-locating technology is frequently used withmapping programs which provide map data, and the like, to aid in thedetermination of location and direction. Other related data, such asrestaurants, shopping centers, street names, and scenic sites, oftenaccompanies the map data. In addition to cellular telephones andvehicle-based installations, position locators may be included withother portable devices, such as Personal Digital Assistants (PDAs).

The widespread use of devices having position locators has causedcertain redundancies to occur. For example, a consumer may have aposition locator in his/her cellular telephone, PDA, or the like, and aposition locator as a part of a vehicle-based navigation system. Indeed,it is expected that, in the future, vehicles will include a port whichholds a portable device, such as a cellular telephone or a PDA, when thevehicle is in use and the portable device is removed when the occupantleaves the vehicle.

Map data from a map database is useful with a position locator in orderto aid in the determination of location and/or direction. It is commonto reside the map database, in whole or in part, in a vehicle-basedstorage device. For example, the map database could be provided on a CDROM device which is useful with a CD reader included with thevehicle-based navigation system. Alternatively, a portion of a databasecould be downloaded to a local memory such as a flashcard at thebeginning of a journey for use with that journey. All such devicesrequire physical manipulation of a data storage media in order totransfer the map database to the vehicle. Such manual manipulation couldbe eliminated by residing the map database externally of the vehicle andtransferring map data and related data to the vehicle on a real-timebasis, such as over a communication link, which may be in the form of anRF communication channel. The problem with such systems is that theextent of the data transfer requirements would overwhelm the bandwidthcapabilities of commercially available communication links.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram of a smart map filtering method according to theinvention;

FIGS. 2 a and 2 b are diagrams of a portable unit with home-baseregistration;

FIG. 3 is a diagram of a multiple navigation system with preferentialuse;

FIG. 4 is a diagram of a geographic area in which data is provided inrelationship to the direction of vehicle travel; and

FIG. 5 is a diagram of a dynamic train crossing control system; and

FIG. 6 is a diagram of a control system for a hybrid vehicle inaccordance with the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring now specifically to the drawings, and the illustrativeembodiments depicted therein, FIG. 1 describes a method of navigatingthat utilizes an adaptive system 10 utilizing smart map filtering thatincludes a vehicle-based navigation system 13 and a communication link14, preferably a wireless link such as via radio frequency (RF) ormicrowave telecommunication, between vehicle 12 and a map database 16.In the illustrated embodiment, map database 16 is located remote fromvehicle 12. Vehicle 12 is a road transportation vehicle such as anautomobile, bus, truck or van. Communication link 14, which is a two-waylink, includes communication of map data from database 16 to vehicle 12,as illustrated at 14 a, and communication of information such as speedinformation from vehicle 12 to database 16, as represented by 14 b.Various information can be communicated from vehicle 12 to database 16and from database 16 to vehicle 12. Such information can includeidentification of the driver or vehicle (for example, that the vehicleis part of a particular rental fleet or that the driver is a subscriberto the remote service provider of database 16), authorization for thedriver or vehicle to access database 16, payment by the driver/vehicleto access or transact with database 16, information on thelanguage/dialect understood by the driver and desired communication fromdatabase 16 to vehicle 12, credit information, and the like. Suchinformation communicated from vehicle 12 to remote database 16 caninclude the geographic location of the vehicle, its velocity and headingwhile traveling on a road, its altitude above sea level, itsinclination, and the type of vehicle and its equipment level so that thedata sent from database 16 to vehicle 12 is appropriate for thelevel/model of equipment/display in the vehicle. Such informationcommunicated from vehicle 12 to remote database 16 can also include arequest/preference by the driver for a particular level of mapdetail/area display/detail density and the like. Map data transferredfrom database 16 to vehicle 12, such as at 14 a, preferably has aparticular resolution determined, most preferably, by driver preferenceand/or by driver authorization and/or by driver experience and/or bydriver payment and/or by equipment/display capability in the vehicleand/or by vehicle velocity and/or by vehicle location and/or by vehicleheading and/or by vehicle type or model. Map data resolution establishesthe capability of distinguishing individual features of the map segment.In particular, higher resolution map data includes more details, such asindividual city streets and landmarks; whereas, coarser resolution mapdata may include fewer details, such as only thoroughfares, interstatehighways, and exit information. The skilled artisan would understandthat there is a wide range of information that could be encompassedwithin the definition of map data resolution. Map data may includerelated data, such as restaurants, shopping centers, street names, andthe like. The display of map data to the driver is thus adaptive to theparticular driving condition at the moment of display, and theresolution of the data displayed is a dynamic function of vehicle andpersonal parameters. Thus, the resolution and/or detail of informationdisplayed to and/or presented to (such as audibly) the driver locatedwithin the interior cabin of the vehicle can dynamically adapt inaccordance with a vehicle parameter of the vehicle, such as vehiclespeed or location or model or equipment type or heading/direction oftravel or vehicle authorization, or in accordance with a personalparameter of a person such as of an occupant of the vehicle such as ofthe driver and/or of a passenger (such as driver/occupant identity,driver/occupant preference for a particular level of informationresolution and/or detail such as might be manually input or such asmight be stored in a memory in the vehicle, driver authorization, drivercredit, driver national identity, driver linguistic, and the like), andin accordance with a driving condition at a particular time and/or at aparticular location.

In operation, vehicle-based navigation system 13 conveys speed data,and/or other information as described above, to map database 16. Mapdatabase 16 loads map data at a resolution that, preferably, variesinversely with vehicle speed. In particular, if a vehicle is travelingat a relatively high speed, such as along a highway (such as a ruralhighway), map database 16 would download information along that highwayat a relatively coarse resolution. For example, the map data may includeexits off of the highway, but not include details of the local streets.It is possible to superimpose related data, such as restaurantinformation, along each of the exits of the expressway. When vehicle 12approaches a city or residential area, the location of the vehicle isidentified by vehicle-based navigation system 13 (that, for example, canbe in-vehicle GPS system that includes a GPS antenna), this istransmitted to the remote database, the vehicle's proximity to an urbancenter/area is recognized by remote database 16 and, therefore, theproximity of the vehicle to a city/residential zone automatically causesmap database 16 to download map data at a finer resolution. Thus, adynamic map resolution function is provided to the system. Such dynamicmap resolution function can be responsive to a variety of vehicleconditions and/or driver preferences/authorizations. These includevehicle location (for example, traveling on a rural highway or on acity/residential highway, whether slowing down to approach an exit on ahighway or upon exiting a highway, whether speeding up upon entering ahighway via an entry ramp, whether slowing down or speeding up uponentering or exiting a residential area, and the like). Therefore, forexample, the map database may download map data of local streets in anarea, for example, a three mile radius around the vehicle, when thevehicle is traveling at a relatively slow speed commensurate with citydriving or when the vehicle is stopped. This is based upon a recognitionthat both the rate of vehicle travel and the detail required vary as afunction of vehicle speed, and/or other factors as described above.When, for example, vehicle 12 approaches a city or residential area andslows down, system 10, recognizing the geographic location of thevehicle and recognizing its proximity to a city or residential area, andrecognizing that the vehicle has slowed down (system 10 can deduce thisby interpretation of GPS data from the vehicle and/or for a speed sensortransducer in the vehicle that provides a signal and/or data to system10 indicative of the speed of vehicle 12), can cause the download ofdata from map database 16, and its display to the driver in the vehiclecabin, to be of a finer resolution so as to display map details such asmore side streets, intersections, buildings, etc., than when the vehiclehad been traveling faster. Likewise, when system 10 recognizes thatvehicle 12 is approaching a desired highway ingress or exit ramp, afiner map resolution than previously can be displayed.

By varying the resolution of data with a vehicle parameter of thevehicle, such as vehicle speed or location or model or equipment type orheading/direction of travel or vehicle authorization, or by varying theresolution of data with a personal parameter of a person such as of anoccupant of the vehicle such as of the driver and/or of a passenger(such as driver identity, driver/occupant preference for a particularlevel of map resolution such as might be manually input or such as mightbe stored in a memory in the vehicle, driver authorization, drivercredit, driver national identity, driver linguistic, and the like), theinformation displayed to the driver can dynamically adapt to best suitthe driver's needs at a particular moment and/or for a particulardriving condition. Also, the capability of the data bandwidth overcommunication link 14 may remain substantially constant. The faster thevehicle travels, the larger the circle of geographic area in which datais provided and the less the data density becomes. In order to increasethe available information to the user, it may be desirable to make theinformation coverage area biased in the direction of travel of thevehicle. For example, information coverage area may be configured,presented or deformed into a forward-facing shape, such as a cone K,with the majority of the data area in the direction of vehicle travel(FIG. 4). This provides more data forward of the vehicle, where theinformation will likely be useful while providing some data in the areain which the vehicle has already traveled, if desired.

The resolution of map data presented by system 10 to the driver can alsoprovide an indication or a warning to the driver that a decision pointor desired destination is being approached. For example, if a driver istraveling in a vehicle along a highway and is within a predetermineddistance (such as 3 miles) from the desired final destination (orrequired turn), the map resolution displayed by system 10 can thenautomatically adjust to a higher resolution in order both to alert thedriver of the imminence of a decision point and to provide the necessarymap information to guide the driver. Alternatively, if the driver doesnot need to make any turns, maneuvers, or the like, a coarser mapresolution can be provided. Also, since cruise control is usuallyselected only when traveling above a slow speed and when turns and thelike are not anticipated, selection of cruise control of the vehiclespeed (by the driver or automatically by an adaptive cruise controlsystem), as conventionally known in the art, can optionally set theresolution of map detail displayed to the driver from the in-vehiclenavigational system to a lower resolution (coarser detail) anddisengagement of the cruise control by the driver can cause theresolution of the display of map detail to the driver from thein-vehicle navigational system to change to a higher resolution (finerdetail) than when cruise control was engaged.

Also, and optionally, other vehicle functions can dynamically adaptunder control of a system such as system 10 of FIG. 1. For example, adynamic vehicle function can be provided for a hybrid-powered vehicle(that is equipped with both electric power and non-electric power suchas internal combustion power for propulsion). When the in-vehiclenavigational system 13 detects that the vehicle 12 is approaching anurban area or is leaving a highway to enter a residential area, thepropulsion of the vehicle can be changed from internal combustion drive18 a to electric drive 18 b (FIG. 6). Also, should an adaptive systemsuch as system 10 estimate that the distance to the desired targetdestination will exceed the electric power capacity of the electricdrive system 18 b of the hybrid vehicle 12, then the drive can beautomatically shifted to non-electric drive 18 a. Similarly, should thevehicle be equipped with a 2/4-wheel drive system such as an all-wheeldrive as known in the art, a system such as system 10 can determine toshift from 4-wheel drive to 2-wheel drive dependent on inputs to system10 from sensors in the vehicle of vehicle speed, direction, traction,loading, inclination and from GPS-derived information as to vehiclelocation, heading, the type of road being traveled on, altitude, and thelike, as well as other vehicle parameters and personal parameters suchas the type of vehicle, experience of the driver, etc. Similarly, thetraction of a vehicle and/or the suspension of the vehicle can bedynamically adapted dependent on a vehicle parameter and/or a personalparameter to suit a particular driving condition/location. Thus, forexample, and referring to FIG. 1, should vehicle 12 be driving on a roadduring a snow/ice condition, then database 16, knowing the geographiclocation of vehicle 12 by wireless communication from vehicle 12 todatabase 16 of the vehicle's instantaneous location as determined byin-vehicle navigational system 13, and database 16 knowing the localweather conditions at that location (or, alternately, database 16linking to a data source to provide this local weather information) andrecognizing that local icing conditions exist, database 16 cancommunicate back via wireless communication (via an RF link or amicrowave link or a radio link) control data to vehicle 12 to set aparameter of the vehicle, such as traction, suspension, tire pressure,or the like, to a condition that best suits driving at that location andexperiencing that particular weather condition.

Further, and optionally, database 16 of system 10 can beloaded/programmed with specific driving instructions that thenguide/direct the driver to desired destinations. Thus, should a driverfrequently make a particular journey, or have found a particularlypreferred route, then this can be stored in database 16 for retrievaland use by that driver whenever desired. Also, should a driver requiredirections to a particular remote location such as a hotel in a remotelocation from, for example, the driver's home, then that hotel cancommunicate the desired directions/route to database 16, and the drivercan then access these when malting the journey from his/her home to thathotel. Thus, a preprogrammed direction function is provided to system10.

The present invention further includes a dynamic traffic controlfunction wherein the geographic position and heading of a plurality ofvehicles is dynamically provided to a traffic control center, and basedon the information provided by wireless communication by, preferably,many hundreds to thousands of vehicles to the traffic control centerregarding traffic location and individual vehicle direction/travelintent, then traffic control elements such as traffic lights, speedlimits, traffic signs, and the like, can be set dynamically inaccordance with dynamic traffic conditions in a locality. Thus, forexample, data from such as system 10 of FIG. 1 could be wirelesslycommunicated to a traffic control center, and vehicle 12, in turn, couldreceive data back from the traffic control center (via wirelesscommunication) updating on local traffic conditions and/or causingdatabase 16 to display in vehicle 12 the least traffic-congested routeto the destination desired by the driver/in the local area of thevehicle.

Also, emergency vehicles such as police cars, ambulances, fire trucks,and the like, can communicate via wireless communication to a vehiclesuch as vehicle 12 causing an alert (such as an audible alert or avisual alert such as an icon or display) being set off within thevehicle cabin alerting the driver to make way for the emergency vehicle.Also, the location of the emergency site can be communicated to database16, and any route displayed therefrom in the vehicle cabin can beadjusted to guide the driver of vehicle 12 away from the location of theemergency event, if in his/her line of intended travel. Thus, vehicle 12is guided away from the emergency event, thus avoiding potential trafficcongestion for vehicle 12, and potential traffic impediment for theemergency vehicle seeking to reach the emergency event.

Also, database 16 such as in system 10 can automatically alert thedriver when approaching a train crossing, and so help preventtrain-vehicle collisions. Further, most if not all locomotives areequipped with a GPS system and they are in wireless communication with atrain system control center. This present invention includes a dynamictrain crossing control system which, upon identifying that a train isapproaching a particular train rail/road crossing that crosses aparticular road, communicates the imminent approach to (or crossing of)that particular road/rail track crossing by a train (by wirelesstelecommunication) to database 16 (or alternately, directly to vehicle12 such as via an ONSTAR™ link to that vehicle) which, in turn, alertsthe driver of the train crossing event should system 10 determine thatvehicle 12 is on a route that will intersect with that train as itcrosses that particular train crossing. By a display and/or alarm invehicle 12 being alerted by system 10 (such as by sounding an audiblealert or providing a visual alert such as a warning display in vehicle12, such as at interior mirror assembly 19) of the train rail/roadcrossing event that will imminently occur or that is actually occurringin the path of vehicle 12, the driver of vehicle 12 can take appropriateaction to avoid any collision. Should the driver of vehicle 12 fail totake heed of the train approaching the crossing in the path of vehicle12, then this can be communicated back to the train (by wirelesscommunication), providing a potential opportunity for the train driverto take action to avoid a train-vehicle collision.

FIG. 5 illustrates a dynamic train crossing control system 50 of thepresent invention. Train 54 (that is equipped with a navigational system56, preferably a GPS system, that can identify the location, directionand/or speed of train 54) is traveling in direction 76 towards rail/roadcrossing 52 on rail track 62. Vehicle 58 (that is equipped with anavigational system 60, preferably a GPS system, that can identify thelocation, direction and/or speed of vehicle 58) is traveling indirection 78, also towards rail/road crossing 52. As train 54 approachescrossing 52, a train locator signal 66 (derived from navigational system56 that functions as a position locator for the train) is wirelesslytransmitted to a train control center 68. Train control center 68, inturn, transmits an alert signal 70 to telematic center 72 (that, forexample, is an ONSTAR™ service provider or a Web site or a computersite, or an intelligent highway control center or a traffic controlcenter), preferably by wireless transmission. As vehicle 58 approachescrossing 52, a vehicle locator signal 79 (derived from navigationalsystem 60 that functions as a position locator for the vehicle) iswirelessly transmitted to telematic center 72. Telematic center 72,knowing of the imminent arrival of train 54 at crossing 52, transmits bywireless communication a train approach signal 74 to vehicle 58 in orderto alert the driver of the vehicle that a train is approaching therail/road crossing ahead. A signal device, such as an audible alarm or avisual display/icon, is activated in the vehicle to alert the driver tothe situation. Also, telematic center 72, optionally, can transmit asignal 80 to train control center 68 alerting it to the imminentapproach of vehicle 58 to crossing 52. A signal 76 is thereupontransmitted from train control center 68 to train 54 to alert the traindriver of the approach of a vehicle to the crossing ahead.

Variations on this system are possible, while still remaining within thescope of the present invention. For example, train 54 can transmit datadirectly to telematic center 72 and/or receive data directly fromtelematic center 72. Also, optionally, vehicle 58 can transmit data totrain control center 68 and/or receive data directly from train controlcenter 68. Further, the system illustrated in FIG. 5 can be utilized tocontrol traffic approach to any form of intersection besides a rail/roadintersection. For example, a road traffic control system can utilize theconcepts described above to dynamically control operation of trafficlights at an intersection, or to operate a drawbridge. Also, a telematicservice, such as ONSTAR™, can receive either directly from a train, oras a feed from a train control center such as AMTRAC operate, thelocation of a train as it travels on a track, and the telematic servicecan then provide a ttain crossing alert as an extra feature to thefeatures currently conventionally provided to drivers linked in theirvehicles to the remote telematic service. Given the frequent occurrenceof train/vehicle collisions, addition of this novel feature will assistroad safety, and enhance the value of telematic services such as ONSTAR™and RESCU™.

Thus, it is seen that map data is provided which is useful to thevehicle operator for the particular operating environment of the vehicleand/or the particular driver needs or preferences or the level ofauthorization allowed/payment made. As will be apparent to the skilledartisan, other parameters, besides vehicle speed, could be utilized. Forexample, the manual input could be provided to allow the driver toselect the resolution of data desired. Other selection techniques maysuggest themselves to the skilled artisan.

In another vehicle-based navigation system 20 (FIGS. 2 a and 2 b), avehicle 22 includes a navigation system 24, such as a GPS. A portabledevice 26 is removably coupled with vehicle 22 through a communicationport 28. Coupling of portable device 26 with vehicle 22 is preferably byradio-frequency link, infra-red link, radio link or satellite link, orany combination thereof. Portable device 26 additionally includes aposition locator 30 which establishes the position of portable device26. For example portable device 26 may comprise a cellular hand-heldmobile phone that is equipped with a position locator circuit/featurethat identifies the geographical location from which a phone call orcommunication link is being made using that cellular phone. Whenportable device 26 is removed from port 28, such as when the occupantleaves vehicle 22, an optional communication link 32 provides dataexchanged between portable unit 26 in vehicle 22 in a manner which willbe described below. Examples of docking techniques and dockableaccessories and of portable devices are disclosed in commonly assignedU.S. patent application Ser. No. 09/449,121 filed Nov. 24, 1999, byHutzel et al. for a REARVIEW MIRROR ASSEMBLY WITH UTILITY FUNCTIONS, nowU.S. Pat. No. 6,428,172, Pat. application Ser. No. 60/199,676, filedApr. 21, 2000, by McCarthy et al. for a VEHICLE MIRROR ASSEMBLYCOMMUNICATING WIRELESSLY WITH VEHICLE ACCESSORIES AND OCCUPANTS, andpatent application Ser. No. 09/466,010 filed Dec. 17, 1999, by DeLine etal. for an INTERIOR REARVIEW MIRROR SOUND PROCESSING SYSTEM, now U.S.Pat. No. 6,420,975, the disclosures of which are all hereby incorporatedherein by reference.

In operation, while portable unit 26 is engaged with port 28, such asduring operation of the vehicle, the position of vehicle 22 may bestored (such as in an electronic digital memory) within portable unit 26when portable unit 26 is disconnected from port 28. Thereafter, thelocation of vehicle 22 is retained in portable unit 26 as a “home-base.”This allows the user to always be able to locate his/her vehicle whenaway from the vehicle. Thus, the present invention includes providing avehicle location identifier function that allows the driver find thelocation of the vehicle when it is parked, and when the driver isreturning to the parked vehicle. This function is especially useful incongested areas, such as urban areas, parking lots, and the like. Ifportable unit 26 is coupled with vehicle 22 through a communication link32 (such as a wireless communication such as telematic links such as aredescribed in commonly assigned U.S. patent application Ser. No.09/449,121 filed Nov. 24, 1999, by Hutzel et al. for a REARVIEW MIRRORASSEMBLY WITH UTILITY FUNCTIONS, now U.S. Pat. No. 6,428,172, and patentapplication Ser. No. 09/466,010 filed Dec. 17, 1999, by DeLine et al.for an INTERIOR REARVIEW MIRROR SOUND PROCESSING SYSTEM, now U.S. Pat.No. 6,420,975, the disclosures of which are hereby incorporated hereinby reference), then vehicle-based navigation system 24 can communicatemap data over communication link 32 to portable unit 26. Communicationlink 32 could be a radio-link, such as that provided by a cellulartelephone, such as the radio-link feature supplied by the Nextel system.In this manner, portable unit 26 can receive high resolutioninformation, such as map data from vehicle 22, and such receivedinformation can be displayed to the holder of the portable unit via adisplay device or via voice generation.

If combined with navigation system 10, navigation system 20 may operateas follows. When vehicle 22 becomes stopped, map data downloaded frommap database 16 will typically be of a fine resolution in the areaimmediately surrounding vehicle 22, such as, for example, a three mileradius around the vehicle. This data may then be communicated toportable unit 26 through port 28. Therefore, as the user removesportable unit 26 from port 28 and travels from the vehicle, the userwill have fine resolution map data in an area typically within walkingdistance of vehicle 22. Should, however, the user get on a mass transitmode of transportation, the user may travel outside of the range of mapdata loaded in portable unit 26, When the user exits the mass transit,new high resolution map data can be downloaded to vehicle 22 overcommunication link 14 a from map database 16 and over communication link32 to portable unit 26. Alternatively, if the map database resides invehicle 22, then the fine resolution data could be communicated from thevehicle-based database over communication channel 32 to portable unit26. Navigation system 20 facilitates communication between portable unit26 and vehicle 22 in a manner which minimizes bandwidth requirements,thereby enhancing battery life of the portable device. In addition, thecommunication between the vehicle and the portable device can be usedfor additional features, such as monitoring the security of the vehiclewhile parked. For example, portable device 26 can include an audibleand/or visible alarm that that alerts if the vehicle security system hasbeen activated. The user of portable device 26, typically the intendeddriver of the parked vehicle, can then choose to either remotelydeactivate the vehicle alarm by wireless communication back to theparked vehicle, or can choose to take an action in response to thesecurity alert broadcast wirelessly from the parked vehicle to themobile portable device 26 (which can be a personal digital assistant, aportable computer, a laptop computer, a palm computer, a notebookcomputer, a pager, a cellular phone, or the like), such as contacting asecurity service or the police. Such portable devices preferablyincorporate digital computing technology. Optionally, the user of theportable device can choose to broadcast wirelessly back to the parkedvehicle a disable code that disables operation of the vehicle, and sohelp obviate theft. In addition to map database information, navigationsystem 20 can download related data to portable unit 26 overcommunication channel 32, such as scenic site information, restaurantinformation, shopping information, street names, and the like.

It is common for vehicle navigation system 24 to be a GPS 24. Suchvehicle-based GPS navigation system is disclosed in commonly assignedU.S. Pat. No. 5,971,552 entitled VEHICLE GLOBAL POSITIONING SYSTEM,issued to Desmond J. O'Farrell, Roger L. Veldman and Kenneth Schofield,the disclosure of which is hereby incorporated herein by reference, andcommonly assigned provisional Pat. application Ser. No. 60/187,960 filedMar. 9, 2000, by McCarthy et al. for a COMPLETE MIRROR-BASEDGLOBAL-POSITIONING SYSTEM (GPS) NAVIGATION SOLUTION and provisional Pat.application Ser. No. 60/192,721 filed Mar. 27, 2000, by Lynam et al. foran INTERACTIVE AUTOMOTIVE REAR VISION SYSTEM, the disclosures of whichare hereby incorporated herein by reference. It is also common forportable units, such as unit 26, to utilize signal triangulationposition location system technology which is especially used in cellulartelephones. In certain situations, such as in urban areas amongbuildings, parking structures, and the like, GPS navigation systems maylose a continuous signal. Under other circumstances, navigation system30 in portable unit 26 may lose signal. Accordingly, and referring toFIG. 3, a multiple position locator vehicular navigation system 40having preferential use includes a first position locator 42 and asecond position locator 44. First position locator 42 may be avehicle-based navigation system, such as a GPS-based system 24. Secondposition locator 44 may be a different type of navigation system, suchas navigation system 30 with portable device 26. A control 46 comparesthe outputs of position locators 42, 44 and determines which positionlocator is producing the best output. The best output may be acontinuous output, a higher accuracy output, or some other quantitativeparameter. Control 46 combines the outputs giving preference to theposition locator 42, 44 providing the highest quality output. In thismanner, with portable unit 26 connected with port 28, vehicle navigationsystem 20 is less likely to lose navigational signals because theconditions under which navigation system 24 may lose a continuous signalshould be different than the conditions under which navigation system 30loses signal. While navigation system 40 may best be utilized withdifferent types of position-locating devices, it may also be utilizedwhen both position-locating devices utilize the same sensing technology,such as a GPS or the like.

In a further aspect of this present invention, the display ofinformation in a road transportation vehicle, such as map and/ordirectional data presented to the driver and/or other vehicle cabinoccupants, by a display device within the vehicle cabin (preferably adisplay device such as a video screen located at, on or within theinterior rearview mirror assembly such as described in provisional Pat.application Ser. No. 60/186,520 filed Mar. 1, 2000, by Lynam et al.entitled an INTERIOR REARVIEW MIRROR ASSEMBLY INCORPORATING A VIDEOSCREEN) includes a dynamic zoom function. Conventionally, manycommercially available navigation systems show a standard view (such asa local area with streets, cross-streets and the like) with, often,additional control means (such as manual input controls orvoice-activated controls) to zoom in or zoom out of a particular levelof detail. Often the level of detail provided, and the options thereto,are inadequate or inappropriate for navigation, and can serve as adistraction to the driver. The dynamic map resolution of the presentinvention provides an automatic, hands-free dynamic zoom capability tothe GPS display (or any other display) in the vehicle cabin. Inaccordance with the present invention, the distraction of the driver isalleviated by providing a dynamic resolution function whereby theresolution of mapping information (or any other type of informationbeing displayed to an occupant of the vehicle such as the driver) isautomatically adjusted in accordance with a vehicle parameter and/or apersonal parameter applicable at a particular moment/drivingcondition/driving location so that the information provided isdynamically adjusted to meet the needs of a particular driving task. Thedata presentation being dynamic, the type of information, such as thelevel of map information, is varied throughout the total drive.

Also, the map database, such as map base 16 shown in FIG. 1, and whichis accessed by wireless communication from a vehicle, such as vehicle 12of FIG. 1, can be of various types. For example, it can be part of atelematic service provided by or accessed via a vehicular wirelesscommunication system such as ONSTAR™ from General Motors of Detroit,Mich., or RESCU™ from Ford Motor Company of Detroit, Mich. The mapdatabase may be a site on the World-Wide Web, accessed from the vehiclevia two-way telecommunication with (and linkage to) the INTERNET, such aby telematic access from the vehicle to a map direction Web site such asis at www.mapquest.com. Optionally, the map database can be stored on adedicated computer, such as a company computer or a personal computer,and with telematic access thereto being provided to and from thevehicle.

Preferably, display of data within the vehicle cabin received from aremote provider such as map database 16 of FIG. 1 is at/on/within orlocal to the interior rearview mirror assembly such as interior rearviewmirror assembly 19 shown in FIG. 1. For example, and referring to FIG. 2a, a mirror-mounted display 25 (such as disclosed in provisional Pat.application Ser. No. 60/187,960 filed Mar. 9, 2000, by McCarthy et al.for a COMPLETE MIRROR-BASED GLOBAL-POSITIONING SYSTEM (GPS) NAVIGATIONSOLUTION) can be located at the interior mirror assembly 29 of vehicle22. Suitable displays are disclosed in application Ser. No. 09/466,010filed Dec. 17, 1999, by DeLine et al. for an INTERIOR REARVIEW MIRRORSOUND PROCESSING SYSTEM, now U.S. Pat. No. 6,420,975, and in applicationSer. No. 09/396,179 filed Sep. 14, 1999, now U.S. Pat. No. 6,278,377,Ser. No. 09/382,720 filed Aug. 25, 1999, now U.S. Pat. No. 6,243,003,Ser. No. 09/449,121 filed Nov. 24, 1999, now U.S. Pat. No. 6,428,172,Ser. No. 09/433,467 filed Nov. 4, 1999, now U.S. Pat. No. 6,326,613,Ser. No. 09/448,700 filed Nov. 24, 1999, now U.S. Pat. No. 6,329,925, incommonly assigned patent application Ser. No. 09/449,121 filed Nov. 24,1999, by Hutzel et al. for a REARVIEW MIRROR ASSEMBLY WITH UTILITYFUNCTIONS, now U.S. Pat. No. 6,428,172, provisional application Ser. No.60/187,960 filed Mar. 9, 2000, by McCarthy et al, for a COMPLETEMIRROR-BASED GLOBAL-POSITIONING SYSTEM (GPS) NAVIGATION SOLUTION andprovisional application Ser. No. 60/192,721, filed Mar. 27, 2000, byLynam et al. for an INTERACTIVE AUTOMOTIVE REAR VISION SYSTEM, thedisclosures of which are hereby incorporated herein by reference.

Also, the interior mirror assembly can include various accessories orfunctions such as in commonly assigned U.S. Pat. Nos. 5,959,367 and6,000,823, the disclosures of which are hereby incorporated herein byreference. The in-vehicle components such as in system 10 of FIG. 1 canbe linked by wired connection or by wireless connection such as IRwireless communication or RF communication [such as using the BLUETOOTHprotocol such as is available from Motorola of Schaumberg, Ill.], and asdisclosed in provisional Pat. application Ser. No. 60/187,960 filed Mar.9, 2000, by McCarthy et al. for a COMPLETE MIRROR-BASEDGLOBAL-POSITIONING SYSTEM (GPS) NAVIGATION SOLUTION, the disclosure ofwhich is hereby incorporated herein by reference. Preferably, linkage ofthe in-vehicle components of system 10 is at least partially, andpreferably substantially, via linkage to a vehicle bus system or networksuch as a CAN or LIN system such as disclosed in commonly assigned U.S.Pat. application Ser. No. 60/196,577, filed Mar. 31, 2000, by Lynam etal. for a DIGITAL ELECTROCHROMIC CIRCUIT WITH A VEHICLE NETWORK SUCH ASA CAR AREA NETWORK OR A LOCAL INTERCONNECT NETWORK, the disclosure ofwhich is hereby incorporated herein by reference.

Optionally, rearview mirror assembly 19 includes at least onemap/reading/courtesy light, most preferably comprising anon-incandescent lamp such as a light-emitting diode (LED) array (mostpreferably, each such array comprising at least one, and more preferablya plurality of at least two, white light-emitting diodes such as aredisclosed in U.S. patent application Ser. No. 09/249,979 titled“Lighting Device for Motor Vehicles” by Peter Furst and Harald Buchalla,filed Feb. 1999, and assigned to Donnelly Hohe GMBH & CO, KG, now U.S.Pat. No. 6,152,590, the entire disclosure of which is herebyincorporated by reference herein). Suitable white light-emitting diodesare available from Nichia America Corp. of Mountville, PA under thetrade designation Nichia NSPW500BS, 5.6 C.P. White. Preferably, suchmirror-mounted map lights comprise a removable combined flashlight/maplight that uses at least one white light-emitting LED light source, morepreferably at least two white light-emitting LED light sources, and mostpreferably at least three white light-emitting LED light sources as thelamp for illumination purposes, and such as is described in U.S. patentapplication Ser. No. 09/449,121 filed Nov. 24, 1999, by Hutzel et al.for a REARVIEW MIRROR ASSEMBLY WITH UTILITY FUNCTIONS, now U.S. Pat. No.6,428,172, the disclosure of which is hereby incorporated herein byreference. Other non-incandescent light sources can be used formirror-mounted lights (both interior rearview mirror assembly-mountedilluminators and exterior sideview mirror assembly-mountedilluminators). For example, fluorescent light sources such ascold-cathode fluorescent lamps can be used.

Alternately, luminescent light sources such as comprising an inorganicelectroluminescent light source or, preferably, an organicelectroluminescent light source can be used in map/reading/courtesylighting in automotive rearview mirror assemblies and in securitylighting/ground illumination and signal lighting in exterior sideviewmirror assemblies. Also, a laser light source, or a multiple-laser lightsource can be used for illumination from automotive mirror assemblies,such as for map, reading and/or courtesy lighting at, in or on aninterior rearview mirror assembly or for security lighting/groundillumination lighting from, or signal lighting from, an exteriorsideview mirror assembly. Laser lighting can also be used to provideillumination for vehicle-mounted cameras, such as back-up cameras orforward-facing cameras or interior cabin monitoring cameras such as babymonitoring cameras such as are disclosed in provisional Pat. applicationSer. No. 60/186,520, filed Mar. 1, 2000, by Lynam et al. entitledINTERIOR REARVIEW MIRROR ASSEMBLY INCORPORATING A VIDEO SCREEN,application Ser. No. 09/466,010 filed Dec. 17, 1999, by DeLine et al.for an INTERIOR REARVIEW MIRROR SOUND PROCESSING SYSTEM, now U.S. Pat.No. 6,420,975, and application Ser. No. 09/396,179 filed Sep. 14, 1999,now U.S. Pat. No. 6,278,377, Ser. No. 09/382,720 filed Aug. 25, 1999,now U.S. Pat. No. 6,243,003, Ser. No. 09/449,121 filed Nov. 24, 1999,now U.S. Pat. No. 6,428,172, Ser. No. 09/433,467 filed Nov. 4, 1999, nowU.S. Pat. No. 6,326,613, and Ser. No. 09/448,700 filed Nov. 24, 1999,now U.S. Pat. No. 6,329,925, the disclosures of which are herebyincorporated herein by reference.

For night vision purposes (such as with forward-facing cameras or whenviewing a child at night in a darkened vehicle cabin or trapped in adarkened vehicle trunk compartment), use of near-infrared light-emittingsources, and in particular near-IR emitting LEDs and lasers, isdesirable in order to provide illumination for a night-viewing camerawhile avoiding glaring with visible light, as disclosed in commonlyassigned patent application Ser. No. 08/952,026 filed Nov. 19, 1997, bySchofield et al. for a REARVIEW VISION SYSTEM FOR VEHICLE INCLUDINGPANORAMIC VIEW, now U.S. Pat. No. 6,498,620, the disclosure of which ishereby incorporated herein by reference. Where multiple laser sourcesare used, the light output of lasers emitting light of differentnon-white colors (for example, three blue emitting lasers and threeamber lasers) can be combined to illuminate with metameric white lightsuch as is described in U.S. Pat. No. 5,803,579 to Turnbull et al. andin U.S. Pat. No. 5,136,483 to Schoniger et al., the entire disclosuresof which are hereby incorporated by reference herein. Such laserautomotive lighting, and preferably white-light laser lighting, can beused in a variety of automotive lighting applications besidesmirror-mounted lighting, such as laser-lighted automotive vanitymirrors, dome lights, parking lights, CHMSL lights, reversing lights,running board lights, side marker lights, turn signal lights, brakelights, fog lights, taillights, rail lamps, headlights, spotlights,ashtray lights, trunk compartment lights, storage compartment lights,console lights, and the like. Also, optionally and preferably, a lightpipe and/or optical elements such as lenses, diffusers and reflectorscan be used in conjunction with a laser light source, preferably awhite-light producing laser source, in order to distribute/project lightwithin or out from the vehicle, and/or to expand or direct/project thelaser-generated light beam. Most preferably, at least one diffractiveoptical element is used in conjunction with an automotive laser lightsource.

Vehicle 12 as shown in FIG. 1 preferably includes a voice acquisitionsystem, a voice recognition system and/or a voice generation system,such as are described in application Ser. No. 09/466,010 filed Dec. 17,1999, by DeLine et al. for an INTERIOR REARVIEW MIRROR SOUND PROCESSINGSYSTEM, now U.S. Pat. No. 6,420,975, and application Ser. No. 09/396,179filed Sep. 14, 1999, now U.S. Pat. No. 6,278,377, Ser. No. 09/382,720filed Aug. 25, 1999, now U.S. Pat. No. 6,243,003, Ser. No. 09/449,121filed Nov. 24, 1999, now U.S. Pat. No. 6,428,172, Ser. No. 09/433,467filed Nov. 4, 1999, now U.S. Pat. No. 6,326,613, Ser. No. 09/448,700filed Nov. 24, 1999, now U.S. Pat. No. 6,329,925, the disclosures ofwhich are hereby incorporated herein by reference. Preferably, mirror 19includes a digital sound processing system comprising multiplemicrophones and a digital signal processor. Most preferably, vehicle 12is also equipped with a vehicular language translation system. Such alanguage translation system is capable of receiving data intended fordisplay or play back in a particular language (for example, English),and converting this data to a different language (for example, German),and displaying and/or audibly voice generating that data in thatdifferent language. Thus, for example, a German-speaking tourist rentinga vehicle in Chicago, USA could have the data from a map database (orany other source of information/data) translated from English to Germanby that tourist activating the German translation function of thelanguage translation system in the vehicle. Preferably, the languagetranslation system in the vehicle includes a wireless telecommunicationlink to a translation service remote from the vehicle. Preferably, atleast the microphone of the language translation system is mounted at,on, within or local to the interior rearview mirror assembly of thevehicle. Most preferably, the voice acquisition for the vehicularlanguage translation system is located at the interior mirror assembly,such as is disclosed in U.S. patent application Ser. No. 09/466,010filed Dec. 17, 1999, by DeLine et al. for an INTERIOR REARVIEW MIRRORSOUND PROCESSING SYSTEM, now U.S. Pat. No. 6,420,975, the entiredisclosure of which is hereby incorporated by reference herein. Thus,most preferably, the vehicle-based input to such a system and/or otherin-vehicle components useful in the present invention are located at,within or on the interior rearview mirror assembly (which may be of theprismatic-type or of the electro-optic type, preferably anelectrochromic interior rearview mirror assembly). Preferred modes ofdata input to an interior mirror assembly (useful with any of thesystems of the present invention) are disclosed in commonly assignedapplication Ser. No. 60/192,721, filed Mar. 27, 2000, by Lynam et al.for an INTERFACE AUTOMOTIVE REAR VISION SYSTEM, and Ser. No. 09/448,700filed Nov. 24, 1999, by Skiver et al. for a REARVIEW MIRROR ASSEMBLYWITH ADDED FEATURE MODULAR DISPLAY, now U.S. Pat. No. 6,329,925, thedisclosures of which are hereby incorporated herein by reference.

Also, the present invention includes an adaptive vehiculartelecommunication system that includes providing a position locator andremote data source (and with the remote data source such as a mapdatabase provided from a site external to the vehicle and in wirelesscommunication with the vehicle), determining at least one of a vehicleparameter and a personal parameter, and transferring data from theremote data source to the vehicle at a resolution that is a function ofat least one of a vehicle parameter and a personal parameter. Also, thepresent invention includes an adaptive vehicular telecommunicationsystem that includes providing a position locator and remote data source(and with the remote data source such as a map database provided from asite external to the vehicle and in wireless communication with thevehicle), determining at least one of a vehicle parameter and a personalparameter, transferring data from the remote data source to the vehicle,and displaying that transferred data within that vehicle at a resolutionthat is a function of at least one of a vehicle parameter and a personalparameter. The adaptive vehicular telecommunication system of thepresent invention displays data within the vehicle such as, mostpreferably, at an interior mirror assembly-mounted display; or at adisplay mounted at, on, within or proximate to the instrument panel ofthe vehicle or mounted at a roof portion of the vehicle such as a headerconsole; or as a heads-up display, preferably a heads-up video displayviewable by looking forward through the front windshield of the vehicle.The adaptive vehicular telecommunication system of the present inventiondisplays the data within the vehicle with a display characteristic (suchas display resolution, display detail, display brightness, and the like)that is a function of at least a navigational characteristic of thevehicle (such as the geographic location of the vehicle or thedirectional heading of the vehicle or the altitude of the vehicle) asdetermined by an in-vehicle navigation system (preferably a GPS system).

Preferably, the adaptive vehicular telecommunication system of thepresent invention displays the data within the vehicle with a displaycharacteristic (such as display resolution, display detail, displaybrightness, and the like) that is a function of at least a navigationalcharacteristic of the vehicle (such as the geographic location of thevehicle or the directional heading of the vehicle or the altitude of thevehicle) as determined by an in-vehicle navigation system (preferably aGPS system), and includes a two-way wireless telecommunication link to adata source (such as an ONSTAR™ telematic service or a Web site or anexternal computer or a traffic control center or a train system controlcenter or a PDA or a cellular phone or a security or child monitoringcamera-based video monitoring system such as in a home, office orfactory) that is remote, distant from and external to the vehicle, andwith that remote data source at least partially providing the datadisplayed in the vehicle (or presented in the vehicle such as by audiblevoice generation) by wireless communication from the data source. Thein-vehicle display of data by the adaptive vehicular telecommunicationsystem of the present invention is dynamically responsive to a vehicleparameter and/or to a personal parameter.

Thus, it is seen that the present application discloses many usefulmethods and systems for vehicle-based navigation systems and foradaptive vehicular telecommunication systems. Such methods and systemsare useful individually or in combination as will be apparent to theskilled artisan.

Changes and modifications in the specifically described embodiments canbe carried out without departing from the principles of the inventionwhich is intended to be limited only by the scope of the appendedclaims, as interpreted according to the principles of patent lawincluding the doctrine of equivalents.

1. A control system for a hybrid vehicle, said control systemcomprising: a control responsive to an indication of at least one of (a)a geographical location of the hybrid vehicle and (b) a programmed routeof travel of the hybrid vehicle; wherein said control, responsive tosaid indication, and when the hybrid vehicle is at a geographicallocation along a route traveled by the hybrid vehicle and while thehybrid vehicle is traveling along the route, selects at least one of (a)electric-powered propulsion of the hybrid vehicle and (b)non-electric-powered propulsion of the hybrid vehicle; and wherein saidselection is, at least in part, responsive to at least one of (i) adistance from a current geographical location of the hybrid vehicle, asdetermined by a global positioning system, to a target destination ofthe hybrid vehicle, (ii) a current geographical location of the hybridvehicle, as determined by a global positioning system, being indicativeof the hybrid vehicle approaching an urban area, (iii) a currentgeographical location of the hybrid vehicle, as determined by a globalpositioning system, being indicative of the hybrid vehicle leaving ahighway and (iv) a current geographical location of the hybrid vehicle,as determined by a global positioning system, being indicative of thehybrid vehicle entering a residential area.
 2. The control system ofclaim 1, wherein said indication is indicative of a geographicallocation of the hybrid vehicle and is derived at least in part from aglobal positioning system.
 3. The control system of claim 1, whereinsaid indication is indicative of a programmed route of travel of thehybrid vehicle and is derived at least in part from a navigationalsystem.
 4. The control system of claim 1, wherein said control,responsive to said indication, switches from one of saidelectric-powered propulsion of the hybrid vehicle and saidnon-electric-powered propulsion of the hybrid vehicle to the other ofsaid electric-powered propulsion of the hybrid vehicle and saidnon-electric-powered propulsion of the hybrid vehicle.
 5. The controlsystem of claim 4, wherein said switching is responsive to a distancefrom a current geographical location of the hybrid vehicle, asdetermined by a global positioning system, to a target destination ofthe hybrid vehicle.
 6. The control system of claim 5, wherein saidswitching is responsive to the distance being greater than a thresholddistance.
 7. The control system of claim 6, wherein said thresholddistance is determined based at least in part on the electric powercapacity of said electric-powered propulsion system of the hybridvehicle.
 8. The control system of claim 1, wherein said control,responsive to said indication being indicative of at least one of (a)the hybrid vehicle approaching an urban area, (b) the hybrid vehicleleaving a highway and (c) the hybrid vehicle entering a residentialarea, switches from said non-electric-powered propulsion of the hybridvehicle to said electric-powered propulsion of the hybrid vehicle. 9.The control system of claim 1, wherein said non-electric-poweredpropulsion of the hybrid vehicle comprises an internal combustionengine.
 10. The control system of claim 1, wherein the hybrid vehiclecomprises a train control system that, responsive to an indication of atrain approaching a train railroad crossing that crosses a road on whichthe hybrid vehicle is traveling, alerts the driver of the hybrid vehicleof the indicated train crossing event.
 11. The control system of claim 1further comprising a communication port in the hybrid vehicle and awireless communication between a hand held portable unit and saidcommunication port when the hand held portable unit is in the hybridvehicle, wherein the hand held portable unit is removable from thehybrid vehicle by an occupant of the hybrid vehicle, and wherein aninformation display displays navigational information for viewing by adriver of the hybrid vehicle, said navigational information beingderived from said wireless communication between the hand held portableunit and said communication port.
 12. The control system of claim 11,wherein said displayed navigational information is dynamically adaptedin accordance with at least one of (a) a vehicle parameter, said vehicleparameter comprising at least one of a vehicle speed, a vehiclegeographic location, a vehicle model, a vehicle heading or direction oftravel, and a vehicle authorization, and (b) a personal parameter, saidpersonal parameter comprising at least one of a driver/occupantidentity, a driver/occupant preference for a particular level ofinformation resolution, and a manually input parameter.
 13. The controlsystem of claim 1, wherein said selection is, at least in part,responsive to a distance from a current geographical location of thehybrid vehicle, as determined by a global positioning system, to atarget destination of the hybrid vehicle.
 14. The control system ofclaim 1, wherein said selection is, at least in part, responsive to acurrent geographical location of the hybrid vehicle, as determined by aglobal positioning system, being indicative of the hybrid vehicleapproaching an urban area.
 15. The control system of claim 1, whereinsaid selection is, at least in part, responsive to a currentgeographical location of the hybrid vehicle, as determined by a globalpositioning system, being indicative of the hybrid vehicle leaving ahighway.
 16. The control system of claim 1, wherein said selection is,at least in part, responsive to a current geographical location of thehybrid vehicle, as determined by a global positioning system, beingindicative of the hybrid vehicle entering a residential area.
 17. Acontrol system for a hybrid vehicle, said control system comprising: acontrol responsive to an indication of at least one of (a) ageographical location of the hybrid vehicle derived at least in partfrom a global positioning system and (b) a programmed route of travel ofthe hybrid vehicle derived at least in part from a navigational system;wherein said control, responsive to said indication, selects at leastone of (a) electric-powered propulsion of the hybrid vehicle and (b)non-electric-powered propulsion of the hybrid vehicle; and wherein saidcontrol, responsive to said indication being at least one of (a) thehybrid vehicle approaching an urban area, (b) the hybrid vehicle leavinga highway and (c) the hybrid vehicle entering a residential area,switches from said non-electric-powered propulsion of the hybrid vehicleto said electric-powered propulsion of the hybrid vehicle.
 18. Thecontrol system of claim 17, wherein said control, responsive to saidindication, switches from one of said electric-powered propulsion of thehybrid vehicle and said non-electric-powered propulsion of the hybridvehicle to the other of said electric-powered propulsion of the hybridvehicle and said non-electric-powered propulsion of the hybrid vehicle.19. The control system of claim 18, wherein said switching is responsiveto a distance from a current geographical location of the hybridvehicle, as determined by a global positioning system, to a targetdestination of the hybrid vehicle.
 20. The control system of claim 19,wherein said switching is responsive to the distance being greater thana threshold distance.
 21. The control system of claim 20, wherein saidthreshold distance is determined based at least in part on the electricpower capacity of said electric-powered propulsion system of the hybridvehicle.
 22. A control system for a hybrid vehicle, said control systemcomprising: a control responsive to an indication of at least one of (a)a geographical location of the hybrid vehicle derived at least in partfrom a global positioning system and (b) a programmed route of travel ofthe hybrid vehicle; wherein said control, responsive to said indication,selects at least one of (a) electric-powered propulsion of the hybridvehicle and (b) non-electric-powered propulsion of the hybrid vehicle;wherein said control, responsive to said indication, and when the hybridvehicle is at a geographical location along a route traveled by thehybrid vehicle and while the hybrid vehicle is traveling along theroute, switches from one of said electric-powered propulsion of thehybrid vehicle and said non-electric-powered propulsion of the hybridvehicle to the other of said electric-powered propulsion of the hybridvehicle and said non-electric-powered propulsion of the hybrid vehicle;and wherein said switching is, at least in part, responsive to at leastone of (i) a distance from a current geographical location of the hybridvehicle, as determined by a global positioning system, to a targetdestination of the hybrid vehicle, (ii) a current geographical locationof the hybrid vehicle, as determined by a global positioning system,being indicative of the hybrid vehicle approaching an urban area, (iii)a current geographical location of the hybrid vehicle, as determined bya global positioning system, being indicative of the hybrid vehicleleaving a highway and (iv) a current geographical location of the hybridvehicle, as determined by a global positioning system, being indicativeof the hybrid vehicle entering a residential area.
 23. The controlsystem of claim 22, wherein said indication is indicative of aprogrammed route of travel of the hybrid vehicle and is derived at leastin part from a navigational system.
 24. The control system of claim 22,wherein said switching is responsive to a distance from a currentgeographical location of the hybrid vehicle, as determined by a globalpositioning system, to a target destination of the hybrid vehicle. 25.The control system of claim 24, wherein said switching is responsive tothe distance being greater than a threshold distance.
 26. The controlsystem of claim 25, wherein said threshold distance is determined basedat least in part on the electric power capacity of said electric-poweredpropulsion system of the hybrid vehicle.
 27. The control system of claim22, wherein said control, responsive to said indication being indicativeof at least one of (a) the hybrid vehicle approaching an urban area, (b)the hybrid vehicle leaving a highway and (c) the hybrid vehicle enteringa residential area, switches from said non-electric-powered propulsionof the hybrid vehicle to said electric-powered propulsion of the hybridvehicle.
 28. A control system for a hybrid vehicle, said control systemcomprising: a control responsive to an indication of a geographicallocation of the hybrid vehicle derived at least in part from a globalpositioning system; wherein said control, responsive to said indication,and when the hybrid vehicle is at a geographical location along a routetraveled by the hybrid vehicle and while the hybrid vehicle is travelingalong the route, selects at least one of (a) electric-powered propulsionof the hybrid vehicle and (b) non-electric-powered propulsion of thehybrid vehicle, and wherein said non-electric-powered propulsion of thehybrid vehicle comprises an internal combustion engine; and wherein saidselection is, at least in part, responsive to at least one of (i) adistance from the current geographical location of the hybrid vehicle,as determined by the global positioning system, to a target destinationof the hybrid vehicle, (ii) the current geographical location of thehybrid vehicle, as determined by the global positioning system, beingindicative of the hybrid vehicle approaching an urban area, (iii) thecurrent geographical location of the hybrid vehicle, as determined bythe global positioning system, being indicative of the hybrid vehicleleaving a highway and (iv) the current geographical location of thehybrid vehicle, as determined by the global positioning system, beingindicative of the hybrid vehicle entering a residential area.
 29. Thecontrol system of claim 28, wherein said control, responsive to saidindication, switches from one of said electric-powered propulsion of thehybrid vehicle and said non-electric-powered propulsion of the hybridvehicle to the other of said electric-powered propulsion of the hybridvehicle and said non-electric-powered propulsion of the hybrid vehicle.30. The control system of claim 29, wherein said switching is responsiveto at least one of (a) a distance from a current geographical locationof the hybrid vehicle, as determined by said global positioning system,to a target destination of the hybrid vehicle and (b) a programmed routeof travel of the hybrid vehicle derived at least in part from anavigational system.
 31. The control system of claim 29, wherein saidswitching is responsive to a distance from a current geographicallocation of the hybrid vehicle, as determined by said global positioningsystem, to a target destination of the hybrid vehicle being greater thana threshold distance.
 32. The control system of claim 31, wherein saidthreshold distance is determined based at least in part on the electricpower capacity of said electric-powered propulsion system of the hybridvehicle.
 33. The control system of claim 28, wherein said control,responsive to said indication being indicative of at least one of (a)the hybrid vehicle approaching an urban area, (b) the hybrid vehicleleaving a highway and (c) the hybrid vehicle entering a residentialarea, switches from said non-electric-powered propulsion of the hybridvehicle to said electric-powered propulsion of the hybrid vehicle.
 34. Acontrol system for a hybrid vehicle, said control system comprising: acontrol responsive to an indication of a geographical location of thehybrid vehicle derived at least in part from a global positioningsystem; wherein said control, responsive to said indication, and whenthe hybrid vehicle is at a geographical location along a route traveledby the hybrid vehicle and while the hybrid vehicle is traveling alongthe route, switches from one of an electric-powered propulsion of thehybrid vehicle and a non-electric-powered propulsion of the hybridvehicle to the other of an electric-powered propulsion of the hybridvehicle and a non-electric-powered propulsion of the hybrid vehicle; andwherein said switching is, at least in part, responsive to at least oneof (i) a distance from the current geographical location of the hybridvehicle, as determined by the global positioning system, to a targetdestination of the hybrid vehicle, (ii) the current geographicallocation of the hybrid vehicle, as determined by the global positioningsystem, being indicative of the hybrid vehicle approaching an urbanarea, (iii) the current geographical location of the hybrid vehicle, asdetermined by the global indicative of the hybrid vehicle leaving ahighway and (iv) the current geographical location of the hybridvehicle, as determined by the global positioning system, beingindicative of the hybrid vehicle entering a residential area.
 35. Thecontrol system of claim 34, wherein said control, responsive to saidindication being indicative of at least one of (a) the hybrid vehicleapproaching an urban area, (b) the hybrid vehicle leaving a highway and(c) the hybrid vehicle entering a residential area, switches from saidnon-electric-powered propulsion of the hybrid vehicle to saidelectric-powered propulsion of the hybrid vehicle.
 36. The controlsystem of claim 34, wherein said switching is responsive to a distancefrom a current geographical location of the hybrid vehicle, asdetermined by said global positioning system, to a desired targetdestination of the hybrid vehicle.
 37. The control system of claim 36,wherein said switching is responsive to the distance being greater thana threshold distance.
 38. The control system of claim 37, wherein saidthreshold distance is determined based at least in part on the electricpower capacity of said electric-powered propulsion system of the hybridvehicle.